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83-14-03: 83-14-03 PARTENAVIA COSTRUZIONI AERONAUTICHE S.p.A.: Amendment 39- 4683. Applies to Models P68 and P68B (all serial numbers (SN) up to 128, excluding SNs 40, 112, 125, 126 and 127) airplanes certificated in any category. Compliance: Required within the next 100 hours after the effective date of this Airworthiness Directive (AD), unless already accomplished. To prevent failure of the fin rear spar, accomplish the following: a) Install fin spar reinforcement in accordance with Partenavia Costruzioni Aeronautiche S.p.A. Service Bulletin (SB) No. 34, Rev. 1, dated February 15, 1978, and Drawing No. R.0007, dated December 23, 1977. b) Aircraft may be flown in accordance with Federal Aviation Regulation 21.197 to a location where this AD can be accomplished. c) An equivalent method of compliance with this AD, if used, must be approved by the Manager, Aircraft Certification Staff, AEU-100, Europe, Africa and Middle East Office, FAA, c/o American Embassy, 1000 Brussels, Belgium. This amendment becomes effective on August 19, 1983.
2010-07-06: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: There has been an incident during a production flight test where the proximity-sensor electronic unit (PSEU) failed. This resulted in unannunciated loss of: Wheel brakes below 10 knots; Thrust reverser; Nose wheel steering; and Auto-deployment of the multi-function spoilers. A similar condition, if not corrected, may result in reduced controllability of the aircraft upon landing and possible overrun of the runway. * * * * * We are issuing this AD to require actions to correct the unsafe condition on these products.
93-02-04: 93-02-04 DE HAVILLAND: Amendment 39-8486. Docket No. 91-CE-48-AD. Supersedes AD 77-03-07, Amendment 39-3100. Applicability: Model DHC-6-1/100/200/300 airplanes (serial numbers 2 through 494, 497 through 503, 505, and 507), certificated in any category, that have not incorporated Modification 6/1594 in accordance with Part C of the ACCOMPLISHMENT INSTRUCTIONS section of de Havilland Service Bulletin (SB) 6/348, which incorporates the following pages: Pages Revision Level Date 5-8, 13-16, and 23-25 Original July 16, 1976 9-12, and 17-22 Revision A August 30, 1976 1-4 Revision C July 15, 1977 Compliance: Required as indicated after the effective date of this AD, unless already accomplished. To prevent failure of the elevator support assembly, which could result in loss of control of the airplane, accomplish the following: (a) Within the next 25 hours time-in-service (TIS), unless already accomplished within the last 175 hours TIS, and thereafter at intervals not to exceed 200 hours TIS until Modification No. 6/1594 is incorporated as specified in paragraph (b) of this AD, accomplish the following: (1) Visually inspect the floor structure channel members, part numbers C6FS1229-37 and C6FS1229-31, for cracks in the area around the lower pivot bearing housing in accordance with the instructions in Part A of de Havilland SB No. 6/348. If cracks are found, prior to further flight, repair or replace any cracked components in accordance with Part B or C of the ACCOMPLISHMENT INSTRUCTIONS section of de Havilland SB No. 6/348. (2) Visually inspect the top and bottom flanges of the hydraulic hand pump fitting, part number C6FSM1293-27, for cracks immediately behind the front bolt boss in accordance with Part A of the ACCOMPLISHMENT INSTRUCTIONS section of de Havilland SB No. 6/348. If cracks are found, prior to further flight, repair or replace in accordance with Part B or C of the instructions in de Havilland SB No. 6/348. (3) If the replacement requirements of paragraphs (a)(1) and (a)(2) of this AD are accomplished in accordance with Part C of the ACCOMPLISHMENT INSTRUCTIONS section of de Havilland SB No. 6/348, then the inspection requirements of this AD are no longer required. (b) Within the next 2,400 hours TIS, unless already accomplished as specified in paragraph (a)(3) of this AD, incorporate Modification 6/1594 in accordance with Part C of the ACCOMPLISHMENT INSTRUCTIONS section of de Havilland SB 6/348. This modification is considered terminating action for the inspection requirements of this AD. (c) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate the airplane to a location where the requirements of this AD can be accomplished. (d) An alternative method of compliance or adjustment of the initial or repetitive compliance times that provides an equivalent level of safety may be approved by the Manager, New York Aircraft Certification Office, FAA, 181 South Franklin Avenue, Room 202, Valley Stream, New York 11581. The request shall be forwarded through an appropriate FAA Maintenance Inspector, who may add comments and then send it to the Manager, New York Aircraft Certification Office. NOTE: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the New York Aircraft Certification Office. (e) The inspections and modification required by this AD shall be done in accordance with de Havilland Service Bulletin 6/348, which consists of the following effective pages: Pages Revision Level Date 5-8, 13-16, and 23-25 Original July 16, 1976 9-12, and 17-22 Revision A August 30, 1976 1-4 Revision C July 15, 1977 This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from de Havilland, Inc., 123 Garratt Boulevard, Downsview, Ontario M3K 1Y5 Canada. Copies may be inspected at the FAA, Central Region, Office of the Assistant Chief Counsel, Room 1558, 601 E. 12th Street, Kansas City, Missouri, or at the Office of the Federal Register, 800 North Capitol Street, NW., suite 700, Washington, DC. (f) This amendment (39-8486) supersedes AD 77-03-07, Amendment 39-3100. (g) This amendment becomes effective on March 19, 1993.
68-03-03: 68-03-03 LOCKHEED: Amendment 39-550. Applies to Model 382 and 382B series airplanes, Serial Numbers 3946 and 4101 through 4146. Compliance required as indicated. To detect and repair chordwise cracks in the wing lower surface and in the adjacent stringers at Wing Stations 181 Left and 181 Right accomplish the following: 1. For airplanes with 2,000 or more hours' time in service on the effective date of this AD, inspect in accordance with Paragraph 3., below, within the next 150 hours' time in service unless accomplished within 450 hours' time in service prior to the effective date of this AD, and thereafter at intervals not to exceed 600 hours. 2. For those airplanes with less than 2,000 hours' time in service on the effective date of this AD, inspect in accordance with Paragraph 3. prior to the accumulation of 2,150 hours' time in service and thereafter at intervals not to exceed 600 hours' time in service from the last inspection. 3. Inspect P/N 370554-3 (lowersurface panel number 1), P/N 370555-3 (lower surface panel number 2), and P/N 370556-3 (lower surface panel number 3) at Wing Stations 181 Left and 181 Right at the end fastener holes which are common to the outboard ends of the reinforcing beams running spanwise beneath P/N 370557-5 (stringer number 15), P/N 370560-7 (stringer number 16), P/N 370560-7 (stringer number 20) and P/N 370557-5 (stringer number 21). Inspect an area four inches spanwise by seven inches chordwise surrounding each fastener hole. Inspect the surface of each stringer which is adjacent to a wing lower surface panel crack over a spanwise length of two inches to each side of the wing surface crack. Inspection shall be by dye penetrant method in accordance with Lockheed Alert Service Bulletin A382-026 or later FAA approved revision, or in an equivalent manner approved by the Chief, Engineering and Manufacturing Branch, FAA, Southern Region. 4. Except as provided in subparagraphs a. and b., below, prior to further flight repair cracked skin and cracked stringers in accordance with Lockheed Service Bulletin 382-028 or later FAA approved revision, or in an equivalent manner approved by the Chief, Engineering and Manufacturing Branch, FAA, Southern Region. a. The airplane may be flown in accordance with FAR 21.197 to a base at which the repair can be made. b. Chordwise cracks in the inspection areas designated in Paragraph 3. are not cause for restriction on standard category operations for the conditions described in either (1) or (2), below. (1) At Wing Stations 181 Left and 181 Right, only one lower surface panel contains a single crack which does not exceed two inches in length, and there is no crack in any stringer. (2) At Wing Stations 181 Left and 181 Right, two or more lower surface panels contain cracks, each of which does not exceed 0.70 inch in length including fastener hole, and the sum of individual crack lengths in all panels does not exceed 3.60 inches, andthere are no cracks in any stringer. For airplanes which are operated with such surface panel cracks, inspect in accordance with Paragraph 3, at intervals not to exceed 60 hours' time in service from the last inspection. 5. The inspections required by this AD may be discontinued for those airplanes repaired or reinforced in accordance with Paragraph 4. or in accordance with an equivalent repair or reinforcement approved by the Chief, Engineering and Manufacturing Branch, FAA, Southern Region. 6. Upon request of the operator, an FAA maintenance inspector, subject to prior approval of the Chief, Engineering and Manufacturing Branch, FAA, Southern Region, may adjust the repetitive inspection intervals specified in this AD to permit compliance at an established inspection period of the operator if the request contains substantiating data to justify the increase for such operator. Lockheed-Georgia Alert Service Bulletin A382-026A, dated November 17, 1967, and Service Bulletin 382-028, dated October 26, 1967, cover this same subject. This amendment becomes effective February 10, 1968.
90-10-09: 90-10-09 BOEING: Amendment 39-6593. Docket No. 89-NM-187-AD. \n\n\tApplicability: Model 767 series airplanes, listed in Boeing Alert Service Bulletin 767- 35A0015, dated July 13, 1989, certificated in any category. \n\n\tCompliance: Required within 360 days after the effective date of this AD, unless previously accomplished. \n\n\tTo ensure proper operation of the oxygen generator, accomplish the following: \n\n\tA.\tRemove and replace the oxygen generator release cable assemblies in accordance with Boeing Alert Service Bulletin 767-35A0015, dated July 13, 1989. \n\n\tB.\tAn alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Seattle Aircraft Certification Office, FAA, Northwest Mountain Region. \n\n\tNOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who will either concur or comment and then send it to the Manager, Seattle Aircraft Certification Office. \n\n\tC.\tSpecial flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. \n\n\tAll persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Boeing Commercial Airplanes, P.O. Box 3707, Seattle, Washington 98124. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or Seattle Aircraft Certification Office, 9010 East Marginal Way South, Seattle, Washington. \n\n\tThis amendment (39-6593, AD 90-10-09) becomes effective on June 12, 1990.
90-11-03: 90-11-03 AEROSPATIALE (FORMERLY SUD AVIATION/SUD-SERVICE): Amendment 39-6604. Docket No. 90-NM-08-AD. Applicability: Caravelle SE 210 Model III and VIR series airplanes, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent failure of the main landing gear diagonal brace struts and subsequent collapse of the main landing gear, accomplish the following: A. Prior to the accumulation of 25,000 landings, or within 50 landings after the effective date of this AD, whichever occurs later, perform a visual and high frequency eddy current or rototest inspection of the main landing gear framework brace struts in the area of the 5 mm drain hole located 120 mm from the tapered end of Rib 38, in accordance with Aerospatiale Service Bulletin 32-122, dated November 10, 1988. B. If no cracks are found, repeat the inspections required by paragraph A., above, at intervals not to exceed 4,500 landings. C. If cracks found are more than 12 mm in length, prior to further flight, replace brace strut, in accordance with Aerospatiale Service Bulletin 32-122, dated November 10, 1988. Repeat the inspection required by paragraph A., above, at intervals not to exceed 4,500 landings. D. If cracks found are 12 mm or less in length, accomplish the following in accordance with Aerospatiale Service Bulletin 32-122, dated November 10, 1988: 1. Cracks measuring 1 mm or less: a. Ream the drain hole to 8 mm diameter in accordance with paragraph 5.C.(1) of the service bulletin. b. Repeat the inspection required by paragraph A., above, at intervals not to exceed 3,400 flights. 2. Cracks measuring more than 1 mm but less than or equal to 7 mm: a. Drill and ream a 5 mm diameter hole at the end of the cracks in accordance with paragraph 5.C.(2) of the service bulletin. b. Repeat inspection required by paragraph A., above, at intervals not to exceed 550 landings. 3. Cracks measuring more than 7 mm but less than or equal to 12 mm: a. Drill and ream a 5 mm diameter hole at the end of the cracks in accordance with paragraph 5.C.(2) of the service bulletin. b. Repeat the inspection required by paragraph A., above, at intervals not to exceed 25 landings until replacement of brace strut. Upon replacement of brace strut, repeat inspections at intervals not to exceed 4,500 landings. E. If recurring cracks are found during the repetitive inspections required by paragraph D., above, prior to further flight, replace the brace strut, in accordance with Aerospatiale Service Bulletin 32- 122, dated November 10, 1988. Upon the installation of a new brace strut, repeat inspections in accordance with paragraph A., above, at intervals not to exceed 4,500 landings. F. An alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Standardization Branch, ANM- 113, FAA, Northwest Mountain Region. NOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who will either concur or comment and then send it to the Manager, Standardization Branch, ANM-113. G. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. All persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Aerospatiale, 316 Route de Bayonne, 31060 Toulouse, Cedex 03, France. These documents may be examined at the FAA, Northwest Mountain Region,Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or the Standardization Branch, 9010 East Marginal Way South, Seattle, Washington. This amendment (39-6604, AD 90-11-03) becomes effective on June 19, 1990.
2011-09-19: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) issued by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: The in-flight loss of a propeller and pulley wheel from the engine of a Grob G 103 C Twin III SL powered sailplane has been reported. Grob Aircraft AG suspects that the possible reasons for this loss can be due to an incorrect propeller track (the play at the propeller tip) and/or to a damaged propeller nut securing plate. Those conditions, if not corrected, could also result in loosening of parts and, consequently could result in damage to the sailplane and possible injury to persons on the ground. We are issuing this AD to require actions to correct the unsafe condition on these products.
47-10-11: 47-10-11 LOCKHEED: (Was Mandatory Note 13 of AD-763-3.) Applies to All Model 49 Serials Up to and Including 2088. Compliance required not later than 200 hours of operation after March 1, 1947. Replace all Fenwall Type S-2223 fire detector units on fire seals and firewalls and in nacelles and cabin heater compartments with Type 17343-3-450 fire detector units (100 units for each Model 49-51 aircraft, 116 units for each Model 49-46 aircraft.) (LAC Service Bulletin 49/SB-65 covers this same subject.)
96-09-22: 96-09-22 CONSTRUCCIONES AERONAUTICAS, S.A. CASA: Amendment 39-9598. Docket 96-NM-17-AD. Applicability: All Model C-212 and CN-235 series airplanes, certificated in any category. NOTE 1: This AD applies to each airplane identified in the preceding applicability provision, regardless of whether it has been modified, altered, or repaired in the area subject to the requirements of this AD. For airplanes that have been modified, altered, or repaired so that the performance of the requirements of this AD is affected, the owner/operator must request approval for an alternative method of compliance in accordance with paragraph (b) of this AD. The request should include an assessment of the effect of the modification, alteration, or repair on the unsafe condition addressed by this AD; and, if the unsafe condition has not been eliminated, the request should include specific proposed actions to address it. Compliance: Required as indicated, unless accomplished previously.To minimize the potential hazards associated with operating the airplane in severe icing conditions by providing more clearly defined procedures and limitations associated with such conditions, accomplish the following: (a) Within 30 days after the effective date of this AD, accomplish the requirements of paragraphs (a)(1) and (a)(2) of this AD. NOTE 2: Operators must initiate action to notify and ensure that flight crewmembers are apprised of this change. (1) Revise the FAA-approved Airplane Flight Manual (AFM) by incorporating the following into the Limitations Section of the AFM. This may be accomplished by inserting a copy of this AD in the AFM. "WARNING Severe icing may result from environmental conditions outside of those for which the airplane is certificated. Flight in freezing rain, freezing drizzle, or mixed icing conditions (supercooled liquid water and ice crystals) may result in ice build-up on protected surfaces exceeding the capability of the ice protection system, or may result in ice forming aft of the protected surfaces. This ice may not be shed using the ice protection systems, and may seriously degrade the performance and controllability of the airplane. o During flight, severe icing conditions that exceed those for which the airplane is certificated shall be determined by the following visual cues. If one or more of these visual cues exists, immediately request priority handling from Air Traffic Control to facilitate a route or an altitude change to exit the icing conditions. - Unusually extensive ice accreted on the airframe in areas not normally observed to collect ice. - Accumulation of ice on the lower surface of the wing aft of the protected area. - Accumulation of ice on the propeller spinner farther aft than normally observed. o Since the autopilot may mask tactile cues that indicate adverse changes in handling characteristics, use of the autopilot is prohibited when any of the visual cues specified above exist, or when unusual lateral trim requirements or autopilot trim warnings are encountered while the airplane is in icing conditions. o All icing detection lights must be operative prior to flight into icing conditions at night. [NOTE: This supersedes any relief provided by the Master Minimum Equipment List (MMEL).]" (2) Revise the FAA-approved AFM by incorporating the following into the Procedures Section of the AFM. This may be accomplished by inserting a copy of this AD in the AFM. "THE FOLLOWING WEATHER CONDITIONS MAY BE CONDUCIVE TO SEVERE IN-FLIGHT ICING: o Visible rain at temperatures below 0 degrees Celsius ambient air temperature. o Droplets that splash or splatter on impact at temperatures below 0 degrees Celsius ambient air temperature. PROCEDURES FOR EXITING THE SEVERE ICING ENVIRONMENT: These procedures are applicable to all flight phases from takeoff to landing. Monitor the ambient air temperature. While severe icing may form at temperatures as cold as -18 degrees Celsius, increased vigilance is warranted at temperatures around freezing with visible moisture present. If the visual cues specified in the Limitations Section of the AFM for identifying severe icing conditions are observed, accomplish the following: o Immediately request priority handling from Air Traffic Control to facilitate a route or an altitude change to exit the severe icing conditions in order to avoid extended exposure to flight conditions more severe than those for which the airplane has been certificated. o Avoid abrupt and excessive maneuvering that may exacerbate control difficulties. o Do not engage the autopilot. o If the autopilot is engaged, hold the control wheel firmly and disengage the autopilot. o If an unusual roll response or uncommanded roll control movement is observed, reduce the angle-of-attack. o Do not extend flaps during extended operation in icing conditions. Operation with flaps extended can result in a reduced wing angle-of-attack, with the possibility of ice forming on the upper surface further aft on the wing than normal, possibly aft of the protected area. o If the flaps are extended, do not retract them until the airframe is clear of ice. o Report these weather conditions to Air Traffic Control." (b) An alternative method of compliance or adjustment of the compliance time that provides an acceptable level of safety may be used if approved by the Manager, Standardization Branch, ANM- 113, FAA, Transport Airplane Directorate. Operators shall submit their requests through an appropriate FAA Principal Operations Inspector, who may add comments and then send it to the Manager, Standardization Branch, ANM-113. NOTE 3: Information concerning the existence of approved alternative methods of compliance with this AD, if any, may be obtained from the Standardization Branch, ANM-113. (c) Special flight permits may be issued in accordance with sections 21.197 and 21.199 of the Federal Aviation Regulations (14 CFR 21.197 and 21.199) to operate the airplane to a location where the requirements of this AD can be accomplished. (d) This amendment becomes effective on June 11, 1996.
96-09-08 R1: This amendment revises Airworthiness Directive (AD) 96-09-08, which currently requires inspecting the longerons aft of the rear cabane struts for cracks, and if cracked, prior to further flight, repairing the cracks. The current AD is applicable to Aviat Aircraft Inc. (Aviat), Models S-2A, S-2B, and S-2S airplanes (formerly Pitts Models S-2A, S-2B, and S-2S airplanes. This action requires the same action as AD 96-09-08; however, after AD 96-09-08 was issued, the FAA was notified by the manufacturer that the compliance time in the service bulletin was changed, and as a result, the issue date for the service bulletin was changed. This revision will ensure that the owner and operators are using the most up-to-date service bulletin applicable to the required actions in this AD. The actions specified by this AD are intended to prevent cracking and subsequent failure of the longerons resulting in possible loss of control of the airplane. The original Aviat Service BulletinNo. 24, dated February 8, 1996 was incorporated by reference and approved by the Director of the Federal Register to become effective May 20, 1996 (61 FR 19540, May 2, 1996). The incorporation by reference of Aviat Service Bulletin No. 24, dated March 20, 1996 that is applicable to this revised AD and listed in the regulations is approved by the Director of the Federal Register as of July 26, 1996. Comments for inclusion in the Rules Docket must be received on or before August 30, 1996.
72-14-08 R1: 72-14-08 R1 CESSNA: Amendment 39-1484 as amended by Amendment 39-4215. Applies to Models 310, 320, 401, 402, 411 and 421 series airplanes. On airplanes having 200 hours or more time-in-service and thereafter at intervals not to exceed 60 hours time-in-service, to determine condition of flammable fluid-carrying flexible hose assemblies in the engine compartment, accomplish the following: A. Visually, or by any other method approved by FAA, inspect flexible fuel lines as follows: (1) Pressurize the fuel lines with boost pump momentarily operating in prime position. When accomplishing this test, the mixture control should be in the idle cutoff position. While under pressure, examine all hose exteriors in the engine compartment for evidence of leakage such as wetness and fuel stains. NOTE: After pressure testing fuel hoses, allow sufficient time for excess fuel to drain overboard from the engine manifold before attempting an engine start. (2) Examine externally all hoses in the engine compartment for evidence of deterioration or damage such as cracks, cuts, bulges, discoloration, hardness, chafing and excessive wear. B. Visually, or by any other method approved by FAA, inspect flexible oil lines as follows: (1) Examine all hose exteriors in the engine compartment for evidence of leakage. (2) Examine externally all hoses in the engine compartment for evidence of deterioration or damage such as cracks, cuts, bulges, discoloration, hardness, chafing and excessive wear. C. If, as a result of the inspections required by Paragraphs A or B, leakage or other evidence of deteriorated or damaged hose assembly is found, replace with serviceable hose assembly prior to further flight. NOTE: Cessna Service Letter ME68-23, dated November 1, 1968, and applicable Cessna Service Manuals pertain to paragraphs A, B, and C. D. This AD does not apply to the following airplanes which were manufactured with improved fuel and oil system flexible hose assemblies in the engine compartment: Model Serial Number 310R 310R0001 and on 402C 402C0001 and on 421C 421C0001 and on E. This AD does not apply to those airplanes which have improved fuel and oil system flexible hose assemblies installed in the engine compartment in accordance with Cessna Service Information Letter ME81-17 dated July 10, 1981. F. Any equivalent method of compliance with this Airworthiness Directive must be approved by the Chief, Aircraft Certification Program, Federal Aviation Administration, Room 238, Terminal Building No. 2299, Mid-Continent Airport, Wichita, Kansas 67209, telephone (316) 942-4285. Amendment 39-1484 became effective July 14, 1972. This amendment 39-4215 becomes effective September 4, 1981.
92-02-16: 92-02-16 SHORT BROTHERS: Amendment 39-8153. Docket 91-NM-200-AD. Applicability: Model SD3-60 series airplanes, certificated in any category. Compliance: Required as indicated, unless accomplished previously. To prevent failure of the rudder torque tube fitting and reduced controllability of the airplane, accomplish the following: (a) Within 90 days after the effective date of this AD, perform a visual inspection of the rudder torque tube fitting to detect signs of exfoliation corrosion, in accordance with Short Brothers Service Bulletin SD360-55-17, dated May 7, 1991. (b) If exfoliation corrosion is found as a result of the inspection required by paragraph (a) of this AD, accomplish the following: (1) Report findings of exfoliation corrosion to Short Brothers, PLC, in accordance with the service bulletin. The information collection requirements contained in this regulation have been approved by the Office of Management and Budget (OMB) under the provisions of the Paperwork Reduction Act of 1980 (P.L. 96-511) and have been assigned OMB Control Number 2120-0056. (2) If the corrosion is within the limits specified in Part B of the service bulletin, prior to further flight, remove the corrosion and apply pre-treatment penetrant and corrosion preventative in accordance with the service bulletin. (3) If the corrosion exceeds the limits specified in Part B of the service bulletin, prior to further flight, repair in a manner approved by the Manager, Standardization Branch, ANM-113, FAA, Transport Airplane Directorate. (c) If no signs of exfoliation corrosion are found as a result of the inspection required by paragraph (a) of this AD, prior to further flight, apply pre-treatment penetrant and corrosion preventative in accordance with the service bulletin. (d) An alternative method of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, Standardization Branch, ANM- 113, FAA, Transport Airplane Directorate. NOTE: The request should be forwarded through an FAA Principal Maintenance Inspector, who may concur or comment and then send it to the Manager, Standardization Branch, ANM-113. (e) Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. (f) The inspection and application requirements of this AD shall be done in accordance with Short Brothers Service Bulletin SD360-55-17, dated May 7, 1991. This incorporation by reference was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. Copies may be obtained from Short Brothers, PLC, 2011 Crystal Drive, Suite 713, Arlington, Virginia 22202-3719. Copies may be inspected at the FAA, Transport Airplane Directorate, 1601 Lind Avenue S.W., Renton, Washington; or at the Office of the Federal Register, 1100L Street N.W., Room 8401, Washington, D.C. (g) This amendment (39-8153, AD 92-02-16) becomes effective on March 9, 1992.
2011-10-02: We are adopting a new airworthiness directive (AD) for the products listed above. This AD requires modifying certain thrust reverser control system wiring to the flap control unit (FCU). This AD was prompted by a report of automatic retraction of the leading edge flaps due to indications transmitted to the FCU from the thrust reverser control system during takeoff. We are issuing this AD to prevent automatic retraction of the leading edge flaps during takeoff, which could result in reduced climb performance and consequent collision with terrain and obstacles or forced landing of the airplane.
2006-25-03: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) issued by an airworthiness authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as failure of pitch trim system 2 to deflect the trimmable horizontal stabilizer at maximum rate, which could result in loss of high-speed trim and consequent reduced controllability of the airplane. We are issuing this AD to require actions to correct the unsafe condition on these products.
47-06-05: 47-06-05 GLOBE: (Was Mandatory Note 8 of AD-766-5.) Applies to Models GC-1A and GC-1B Aircraft Serial Numbers 2 to 408 Inclusive; 1001 to 1216 Inclusive; and 2001 to 2137 Inclusive. Compliance required prior to April 1, 1947. Replace the present battery vent plugs of the tubular (deeply inserted) type of the Reading Model R-24L battery with the high nonspill ball seat type vent plugs. Clean and treat that part of the firewall and fuselage which has been subjected to the spill battery acid with a solution of sodium bicarbonate. This is necessary to prevent corrosion due to acid spillage. (Globe Customer Service Maintenance Bulletin No. 14 covers this same subject.)
98-24-19: This amendment adopts a new airworthiness directive (AD) that is applicable to certain Empresa Brasileira de Aeronautica S.A. (EMBRAER) Model EMB-145 series airplanes. This action requires revising the Performance Section of the Airplane Flight Manual (AFM) to provide the flightcrew with procedures to adjust landing distances for landings performed with the anti-icing system active. This action also requires revising the Limitations Sections of the AFM to prohibit certain types of approaches with the anti-icing system active. This amendment is prompted by a report that increased (i.e., higher than normal) flight idle thrust may occur when the anti-icing system is active. The actions specified in this AD are intended to ensure that the flightcrew is advised of appropriate landing field lengths when operating with the anti-icing system active, and that instrument approaches at certain flap settings are prohibited with the anti-icing system active. Increased flight idle thrust when the anti-icing system is active, if not corrected, could result in landing overrun.
2011-06-02: We are adopting a new airworthiness directive (AD) for the products listed above. This AD requires installing a full authority digital engine control (FADEC) backup battery, replacing the supplement pilot's operating handbook and FAA approved airplane flight manual, and replacing the FADEC backup battery every 12 calendar months. This AD was prompted by an incident where an airplane experienced an in-flight engine shutdown caused by a momentary loss of electrical power to the FADEC. We are issuing this AD to prevent interruption of electrical power to the FADEC, which could result in an uncommanded engine shutdown. This failure could lead to a loss of engine power.
2011-09-11: We are adopting a new airworthiness directive (AD) for the products listed above. This AD requires repetitive inspections for hydraulic fluid contamination of the interior of the strut disconnect assembly; repetitive inspections for discrepancies of the interior of the strut disconnect assembly, if necessary; repetitive inspections of the exterior of the strut disconnect assembly for cracks, if necessary; and corrective action if necessary. This AD also provides an optional terminating action for the inspections. This AD was prompted by reports of system disconnect boxes that have been contaminated with hydraulic fluid and, in one incident, led to subsequent cracking of titanium parts in the system disconnect assembly. We are issuing this AD to detect and correct hydraulic fluid contamination, which can cause cracking of titanium parts in the system disconnect assembly, resulting in compromise of the engine firewall. A cracked firewall can allow fire in the engine area to enter the strut and can lead to an uncontained engine strut fire if flammable fluid is present. Cracking of the disconnect box may also reduce the effectiveness of the fire extinguishing system in the engine compartment and could contribute to an uncontained engine fire. In addition, a cracked disconnect box can leak flammable fluids into the engine core, which can initiate an engine fire, and lead to one or both fire conditions discussed above.
96-14-01: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 747-200 "combi" and 747-300 "combi" airplanes. This action requires the installation of a new hose and fitting for the oxygen supply system. This amendment is prompted by a report indicating that a gasket seal in the oxygen hose assembly was omitted during installation. The actions specified in this AD are intended to prevent leakage of oxygen from the passenger oxygen supply lines, which could prevent an adequate flow of oxygen from reaching passengers in the event of a deployment of the passenger oxygen masks.
2011-09-10: We are adopting a new airworthiness directive (AD) for the products listed above. This AD results from mandatory continuing airworthiness information (MCAI) originated by an aviation authority of another country to identify and correct an unsafe condition on an aviation product. The MCAI describes the unsafe condition as: Airbus, in the frame of the Extended Service Goal (ESG) exercise, has demonstrated by post-certification analysis that, among the types of yokes in service, one component on the CF6-80C2 forward engine mounts (skinny cast yoke) does not meet the Design Service Goal (DSG) requirements. This condition, if not corrected, could result in a deterioration of the structural integrity of the forward engine mount. * * * * * The unsafe condition is possible separation of the engine from the engine mount during flight. We are issuing this AD to require actions to correct the unsafe condition on these products.
59-23-01: 59-23-01 PIAGGIO: Applies to All Models P.136-L1 and P.136-L2 Aircraft. Compliance required by December 31, 1959. In order to preclude the water rudder cables from fouling the bolt end and nuts that secure the microswitch to the water rudder retraction cylinder, a cable guard plate must be installed. The Registro Aeronautico Italiano considers compliance mandatory. (Piaggio & Co. Change Order No. 36 L-48 covers the same subject.)
96-14-02: This amendment adopts a new airworthiness directive (AD), applicable to certain Boeing Model 767 series airplanes, that requires a visual inspection to verify proper clearance between the number 18 fuel nozzle secondary transfer fuel tube and the pylon drain tube of the engine, and various follow-on actions. This amendment also requires the installation of clamps and associated fasteners between the environmental control system (ECS) controller tube and the pylon drain tube. This amendment is prompted by reports of chafing of the number 18 fuel nozzle secondary transfer fuel tube of the engine due to an improperly installed or loose pylon drain tube. The actions specified by this AD are intended to prevent such chafing, which could lead to subsequent fuel leakage and a possible engine fire.
90-08-10: 90-08-10 FAIRCHILD INDUSTRIES, INC.: Amendment 39-6573. Docket No. 89-NM-265-AD. Applicability: All Model F-27 and FH-227 series airplanes, certificated in any category. Compliance: Required as indicated, unless previously accomplished. To prevent reduced structural capability of the wing due to undetected fatigue cracks, accomplish the following: A. Within 25 hours time-in-service after August 21, 1989 (the effective date of AD 89-15-01, Amendment 39-6292), perform a dye penetrant inspection for cracks in the wing outer panel upper surface stringer splice fitting, in accordance with Fairchild Industries Service Bulletin F27-51-8, dated April 22, 1974, [reference paragraph 2A(6)(e), page 5; and Figure 14, page 24] or Fairchild Industries Service Bulletin FH227-51-4, dated January 17, 1979 [reference paragraph 2A(6)(e), page 5; and Figure 14, page 23], as appropriate, and Maryland Air Industries Alert Service Letters F27-681 and FH227-57-6, both dated June 29, 1989, as appropriate. B. If cracks are found in the wing outer panel upper surface stringer splice fittings, prior to further flight, accomplish the following: 1. If cracks found are less than or equal to .100 inch on the Model F-27 series airplanes, or less than or equal to .075 inch on the Model FH-227 series airplanes, perform the blending operation in accordance with Maryland Air Industries Drawing No. D27-7723, dated July 27, 1989. Perform a dye penetrant inspection after the blending operation to ensure that all damaged material has been removed. Pay particular attention to the maximum torque value and gaps as shown on Maryland Industries Drawing D27-7723, dated July 27, 1989. 2. If cracks found are more than .100 inch on the Model F-27 series airplanes, or more than .075 inch on the Model FH-227 series airplanes, replace aluminum fittings with new steel fittings, in accordance with Maryland Air Industrie Drawing No. 27-133008, dated July 28, 1989. NOTE: For thoseairplanes that have removed and replaced the wing outer panel upper surface stringer splice fittings, with serviceable parts, in accordance with AD 89-15-01, Amendment 39-6292, accomplish the requirements of paragraph C., below. Included in this group of airplanes are those that were granted an alternate means of compliance to the requirement of replacement with serviceable parts. C. Within one year time-in-service after the effective date of this AD, replace all aluminum fittings part number (P/N) 27-133008-21 with a new steel fitting, P/N 27-133008-23, in accordance with Maryland Air Industries Drawing No. 27-133008, dated July 28, 1989. D. An alternate means of compliance or adjustment of the compliance time, which provides an acceptable level of safety, may be used when approved by the Manager, New York Aircraft Certification Office, ANE-170, FAA, New England Region. NOTE: The request should be forwarded through an FAA Principal Maintenance Inspector (PMI), who willeither concur or comment and then send it to the Manager, New York Aircraft Certification Office, ANE-170, FAA, New England Region. E. Special flight permits may be issued in accordance with FAR 21.197 and 21.199 to operate airplanes to a base in order to comply with the requirements of this AD. All persons affected by this directive who have not already received the appropriate service documents from the manufacturer may obtain copies upon request to Maryland Air Industries, Inc., Hagerstown, Maryland 21740. These documents may be examined at the FAA, Northwest Mountain Region, Transport Airplane Directorate, 17900 Pacific Highway South, Seattle, Washington, or at the New York Aircraft Certification Office, FAA, New England Region, 181 South Franklin Avenue, Valley Stream, New York. Airworthiness Directive 90-08-10 supersedes AD 89-15-01, Amendment 39-6292. This amendment (39-6573, AD 90-08-10) becomes effective on May 14, 1990.
91-15-03: 91-15-03 GENERAL ELECTRIC COMPANY: Amendment 39-7066. Docket No. 91-ANE- 25. Applicability: General Electric Company (GE) CF6-6 series turbofan engines installed on, but not limited to, McDonnell Douglas DC10-10 aircraft. Compliance: Required as indicated, unless previously accomplished. To prevent an uncontained engine failure and damage to the aircraft, accomplish the following: (a) Remove from service stage 1 fan disks identified by serial number (S/N) in Group A, Figure 3 of GE CF6-6 Service Bulletin (SB) 72-962, Revision 3, dated May 22, 1991, within the next 10 cycles in service (CIS) after the effective date of this AD and replace with a serviceable part. (b) Eddy current inspect in accordance with GE CF6-6 SB 72-962, Revision 3, dated May 22, 1991, the bore forward corner of stage 1 fan disks identified by S/N in Group B, Figure 3 of GE CF6-6 SB 72-962, Revision 3, dated May 22, 1991, as follows: (1) For disks which on the effective date of this AD have not received an eddy current inspection in accordance with the Accomplishment Instructions of GE CF6-6 SB 72-962, Revision 3, dated May 22, 1991, inspect in accordance with the following schedule: (i) Within the next 100 CIS after the effective date of this AD, for disks which on the effective date of this AD have accumulated 1,250 CIS or greater since accomplishing the immersion ultrasonic inspection in accordance with the Accomplishment Instructions, paragraph 2.B. of GE CF6-6 SB 72-962, Revision 3, dated May 22, 1991. (ii) Within the next 100 CIS after the effective date of this AD or prior to accumulating 1,250 CIS since the immersion ultrasonic inspection, whichever comes later, for disks which on the effective date of this AD have accumulated less than 1,250 CIS since accomplishing the immersion ultrasonic inspection in accordance with the Accomplishment Instructions, paragraph 2.B. of GE SB 72-962, Revision 3, dated May 22, 1991. (2) For disks which on the effective date of this AD, have received an eddy current inspection in accordance with the Accomplishment Instructions of GE CF6-6 SB 72-962, Revision 3, dated May 22, 1991, inspect in accordance with the following schedule: (i) Within the next 100 CIS after the effective date of this AD for those disks which on the effective date of this AD have accumulated 1,500 CIS or greater since accomplishing the immersion ultrasonic inspection in accordance with the Accomplishment Instructions, paragraph 2.B. of GE CF6-6 SB 72-962, Revision 3, dated May 22, 1991. (ii) Within the next 100 CIS after the effective date of this AD or prior to accumulating 1,500 CIS since accomplishing the immersion ultrasonic inspection, in accordance with the Accomplishment Instructions, paragraph 2.B of GE CF6-6 SB 72-962, Revision 3, dated May 22, 1991, whichever occurs later, for those disks which on the effective date of this AD have accumulated less than 1,500 CIS since accomplishing the immersion ultrasonic inspection in accordance with the Accomplishment Instructions, paragraph 2.B. of GE CF6-6 SB 72-962, Revision 3, dated May 22, 1991. (c) Thereafter, eddy current inspect the bore forward corner of stage 1 fan disks which meet the acceptance criteria of paragraph 2.A.(2)(c) of the Accomplishment Instructions of GE CF6-6 SB 72-962, Revision 3, dated May 22, 1991, at intervals not to exceed 500 CIS since last eddy current inspection. (d) Remove from service prior to further flight and replace with a serviceable part, disks inspected in accordance with paragraphs (b) and (c) of this AD, which do not meet the acceptance criteria of paragraph 2.A.(2)(c) of the Accomplishment Instructions of GE CF6-6 SB 72-962, Revision 3, dated May 22, 1991. (e) Remove from service and replace with a serviceable part all Group B stage 1 fan disks at the next shop visit but no later than 2,500 CIS since immersion ultrasonic inspection in accordance with the AccomplishmentInstructions, paragraph 2.B. of GE CF6-6 SB 72-962, Revision 3, dated May 22, 1991, or June 30, 1992, whichever occurs first. (f) Immersion ultrasonic inspect in accordance with the Accomplishment Instructions, paragraph 2.B. of GE CF6-6 SB 72-962, Revision 3, dated May 22, 1991, at the next engine shop visit or no later than December 31, 1991, whichever occurs first, stage 1 fan disks identified by S/N in Group C, Figure 3 of GE SB 72-962, Revision 3, dated May 22, 1991. (g) For the purpose of this AD, "shop visit" is defined as the induction of the engine into the shop for any reason. (h) Stage 1 fan disks that have been inspected to the Immersion Ultrasonic Inspection of CF6-6 Commercial Engine Service Memorandum (CESM) No. 98, have been found serviceable and comply with the immersion ultrasonic requirements of this AD. (i) Remove from service prior to further flight those disks inspected in accordance with paragraph (f) of this AD which do not meet the acceptance criteria of paragraph 2.B. of the Accomplishment Instructions of GE CF6-6 SB 72-962, Revision 3, dated May 22, 1991. (j) Aircraft may be ferried in accordance with the provisions of FAR 21.197 and 21.199 to a base where the AD can be accomplished. (k) Upon submission of substantiating data by an owner or operator through an FAA Inspector, (maintenance, avionics, or operations, as appropriate) an alternate method of compliance with the requirements of this AD or adjustments to the compliance schedules specified in this AD may be approved by the Manager, Engine Certification Office, Engine and Propeller Directorate, Aircraft Certification Service, FAA, 12 New England Executive Park, Burlington, Massachusetts 01803-5299. The inspections and removal of fan disks shall be done in accordance with the following General Electric service documents: Document No. Page No. Issue Date CF6-6 S/B 72-962 1 and 13 Rev. 3 May 22, 1991 2 thru 4 Rev. 2 Feb. 8, 19918, 12, and 14 6, 9, 10 Rev. 1 Dec. 20, 1990 5, 7, and 11 original July 2, 1990 Total Pages: 14 CF6-6 CESM No. 98 1 thru 3 Rev. 2 Oct. 5, 1989 Total Pages: 3 This incorporation was approved by the Director of the Federal Register in accordance with 5 U.S.C. 552(a) and 1 CFR Part 51. All persons affected by this directive who have not already received the appropriate service information from the manufacturer may obtain copies upon request to General Electric Company, Technical Publications Department, 1 Neumann Way, Cincinnati, Ohio 45215. This information may be examined at the FAA, New England Region, Office of the Assistant Chief Counsel, Room 311, 12 New England Executive Park, Burlington, Massachusetts, or at the Office of the Federal Register, 1100 L Street, NW, Room 8401, Washington, D.C. This amendment (39-7066, AD 91-15-03) becomes effective on August 5, 1991.
95-20-01 R1: This document publishes in the Federal Register an amendment adopting Airworthiness Directive (AD) 95-20-01 R1, which was sent previously to all known U.S. owners and operators of certain Beech Aircraft Corporation (Beech) Models 65 and L-23F (military conversion) airplanes. This AD requires fabricating and installing a placard that specifies not to operate the airplane with the cabin door removed, and incorporating a copy of the AD into the Limitations Section of the Airplane Flight Manual (AFM). A recent accident of one of the affected airplanes that was operating with the cabin door removed prompted the existing AD. The actions specified by this AD are intended to prevent the possibility of a reduction in stability, controllability, or airplane climb performance during operation, particularly in single-engine operations at high gross weights. Comments for inclusion in the Rules Docket must be received on or before December 27, 1995.